Railroad switch frog and assembly



Dec. 5, 1939. c. E. EVERHART 2,182,290

RAILROAD SWITCH FROG AND ASSEMBLY Filed March 2, 1938 3 Sheets-Sheet l INuE mK. CLYDE E- Eveznmr ATTORNEY Dec. 5, 19.39. c. E. EVERHART RAILROAD SWITCH FROG AND ASSEMBLY Filed March 2, 1938 3 Sheets-Sheet 2 Avroznsv Dec. 5, 1939.

C. E. EVER HART RAILROAD SWITCH FROG AND ASSEMBLY Filed March 2, 1938 3 Sheets-Sheet 3 INVENTO R Cm'na E. Euuawm MWZM I Patented Dec. 5,, 1939 UNITED STATES PATENT OFFICE RAILROAD SWITCH FROG AND ASSEMBLY Clyde E. Everhart, Wauchula, Fla. Application March 2, 1938, Serial No. 193,427 2 Claims. (01. 246-387) This invention relates to railroad switch frogs longitudinally from end to end medially along its and assemblies. It is well known that the conupper face for accommodating wheel flanges and ventional forms of frogs and assemblies are defecproviding lateral raised wheel-ways aligned with tive in many respects, are unsafe in use and open the balls of the adjacent rails, and a tapered to certain serious objections, such as that of caustongue rail oscillatably seated within the opening broken wheel flanges and resulting wrecks frame with the larger end thereof pivotally through the flanges striking or riding upon the mounted in abutting alignment with the inner usual guard rails, also the side swiping of one end of the pivot block and the smaller end freely train by another as they undertake to pass one disposed at the inner end of the frog block, and

another on the main and switch tracks. mechanism for simultaneously operating the 10 It is a prime object of the present invention tongue rail and switch points for directing trains therefore, to provide a form of switch frog and from one track to the other. assembly which will wholly or at least to a very With the foregoing objects and advantages in large extent obviate the evils aforesaid incident view, a preferred embodiment of the invention is to the use of the conventional forms of frogs and shown in the accompanying drawings, which conassociated elements. stitute a part of this specification, and wherein It is a further object of the invention to provide Figure 1 is a plan view of sections of a main a railroad switch frog and assembly comprising track and a switch track, showing my improved an elongated, open frame including a pair of side switch frog and assembly operatively mounted in bars spaced apart in a tapered relation, one end of the trackage in lieu of the conventional forms. 20 this frame being formed as a pivot head or block Figure 2 is an enlarged plan view of my imand the other end as a frog block, this open frame proved assembly as mounted in place on the conbeing located at the track junction in lieu of the necting trackage of a main and switch track.

regular frog and adjacent lengths of rail, and a Figure 3 is a longitudinal vertical section on tongue rail oscillatably pivoted within the open line 3-3 of Fig. 2. 25 frame, the same being tapered from end to end, Figure 4 is a side elevation of one end of the with the larger end pivotally seated at the inner assembly. end of the pivot head and the smaller end posi- Figure 5 is a section on the line 5-5 of Figure 2. tioned freely at the inner end of the switch block, Figure 6 is a section on the line 5-5 of Figure 2.

and means for simultaneously operating the Figure 7 is a section on the line 'l'l of Figure 2. 30 tongue and conventional switch points of the This invention provides a very novel and effiswitch rails for directing a train from the main cient assembly of railroad frog and accessories,for track to the switch track, or vice versa. a main railroad track represented generally at 5 Still a further object of the invention is to proand a switch track represented generally at 6, all

vide in combination with connected main and suitably'laid of course upon cross-ties I. 35

switch railroad tracks including the conventional In the carrying out of my invention medial rail switch points of main and switch rails, the consections are cut out from the inner adjacent rails ventional frog of the central rail crossing being of main and switch tracks to the length required, removed together with lengths of the adjacent the conventional frog being also removed, thus 40 out-leading rails, an improved frog and operating leaving transversely aligned rail ends Eat-ta at 40 assembly incorporated in the tracks in lieu of the each end of the vacated space. An elongated stated removed parts, the same comprising an open frame or base member, represented generelongated, open base frame with side bars spaced ally at it), is then extended and properly laid upon suitably apart in a tapered relation along their the cross-ties l, between these truncated ends of inner margins, these bars being connected transthe rails, as clearly shown in Figure 2. This open 45 versely at spaced medial points, at their under frame is constructed of iron or steel or other suitsides, by reinforcing cross-slats, and at their ends able material, and includes a pair of side bars Illa by a pivot head or block and a frog block respecarranged in a spaced and slightly tapered relation tively, the pivot block being located at the narrow side by side and connected medially along their portion or end of the open frame and this end of under sides by spaced cross-slats Mb. This frame 50 the frame being mounted in the track-ways with is closed at its wider end by a frog block Nlc which the pivot block abutting the truncated ends of the may be formed integrally with the side rails or out-leading rails, with the frog block located at separately welded or bolted in place as preferred. the ends of the rails leading inwardly to the The outer end of this block abuts the ends of the switch points, the frog block being channeled Witch rails Err-6a, leading to the conventionalifi switch points of the trackage and represented in Figure 1 at 5b5b. This block is channeled out medially and longitudinally at its upper face, from end to end as shown at Hid for accommodating car wheel flanges passing thereover, and thereby providing lateral, raised wheel-ways in exact horizontal alignment with the balls of the adjacent railends which converge to the block. This means that the channel of the block is tapered inwardly slightly to correspond with the taper of the converging rails. Thus car wheels may roll smoothly from the rails over this block, with the flanges depending into the channel Hid. This end of the frame ii! is extended. laterally at each side to provide a pair of spaced clamps Me, which reach beyond the frog block and overlie the outer sides of the ends of the two convergent rails 5a+ 6a, to which they are bolted as shown at i i. 1

The opposite and narrower end of the open frame In is closed by a pivot block or head [Of which likewise may be formed integrally or separately welded or bolted to the side bars. The upper surface of this block is formed on a level with the balls of the adjacent rail ends, and it also is slightly tapered on its side margins to correspond with the taper of the convergent rail ends where it is to be located, that is the rail ends of the tracks Eon-51; at that end of the installation. The frame it is laid upon the ties with the outer end of this pivot block ill abutted against the truncated ends of the rail ends at that point, and the block is preferably formed with an integral, wedge shaped extension Mig which is positioned between the two rail ends and bolted thereto, as clearly shown in Figure 2, at l2.

The inner end of the head or block ltf is undercut as shown at lflh to provide an overlying lip Hli, the margin of which is formed arcuately on a horizontal plane as shown at M7, for a purpose later to be pointed out. A directional tongue rail I3 is provided, the same being of a length nicely to span the distance between the frog block tile and the pivot block if. This tongue rail is of a uniform thickness from end to end, such that when mounted in place within the open frame It upon the cross slats lOb, its upper surface will lie in exact horizontal alignment with the like surfaces of adjacent rail ends or balls. The rail is rounded off at its larger end as shown at I311 so as to to smoothly seat within the concaved end of the block ill and this end is formed at its under side with the rounded socket I32) adapted to nicely engage the complementally formed head of a heavy stud M extended from a cross-piece ifib at the end of the block "if.

This rail is slightly and uniformly tapered from this described larger end to the opposite end He which is positioned freely at the inner end of the frog block We, as shown in Figure 2, where it may be moved laterally across the rail ends 5a,6a at this point, and so as to align with either rail, as desired. Both the extremities of the rail i3 are provided at their under sides with longitudinally extended lugs i3c--i3d, the former being arranged to slidably engage the under surface of the lip ii of the block if while the latter similarly engages the under surface of the projected end of an anchor plate l5 which is secured by bolts 56 within the channel Hid of the frog block Illc. Thus the tongue rail l3 firmly yet movably pivoted in place within the open frame it, and the free end We is free to oscillate from side to side from one rail end to another ,in the operation of the assembly. The side bars I 0a of the frame are so arranged and spaced, that in the operative movement of the rail l3 from side to side, it will contact at either side and for the full extent of its length, the side bar lOa at that side of the frame, which bar will brace and sustain it against any lateral strain or thrust that might be imposed upon it by a passing train. It is also to be noted that the relaive taper of the side bars ma, the pivot block if, the frog block tile, and of the tongue rail I 3, is such relative to the alignment of the abutting and convergent ends of the central track rails of the main and switch tracks at either end of the assembly, that when the tongue rail I3 is moved fully over against either of the side bars Illa, it will bear against that side bar with the rail itself in exact operative alignment between the switch rail and the central leading out rail of the switch track on the one hand, or between the switch rail of the main track and the main continuing rail of the main track on the other hand, as may be required in the movement of trains over the main track and switch track.

The bars Mia are cut down slightly at their upper sides adjacent the pivot block iii and for a space inwardly therefrom, as shown at i070, so as not to interfere with the flanges of car wheels passing over. Otherwise the bars I 0a are of a uniform height from end to end, substantially equal to the elevation of the rail [3 and associated rails.

The frame it being properly positioned upon the cross-ties l and the parts properly assembled in place, the frame is firmly spiked to the ties by means of conventional rail spikes against the base flanges Him of the side bars Ilia. It is understood of course that in the operation of the assembly, the tongue rail l3 bears at its under side upon the cross-slats iUb, which serve to support it under the weight of passing trains.

An operating lever system is provided, the same comprising a bar 20 slidably extended through loops 2i transversely mounted at the under sides of the bars Mia, adjacent the frog block lite, and this slide bar carries a pivot pin 22 bolted at 23 t0 the bar, the upper end of the pin being seated within a socket 13 formed in the under side of the tongue rail l3 at this point.

At one outer end of the bar 20 there is pivotally connected by means of a pin 25, a bell crank lever 26, which in turn is pivotally pinned at 27 to a plate 28 secured at 29 to an end of a crosstie 1. An end of a connecting rod 30 is pivotally pinned at 3 i to the outwardly turned arm of the bell crank, and this rod runs thence along the outer side of the switch track to a point laterally adjacent the points of the switch rails 5b6b. At this point a bar 33 is passed slidably under the rails in conventional manner, and is secured at 3 5 to the under sides of the switch rails or points which are spaced slightly from the adjacent rails to permit the customary lateral play thereof in the operation of the switch. Another bell crank 35 is pivoted at 36 to a plate 31 secured at 33 to the outer end of a cross-tie 1. One arm of this crank is pivoted at 39 to the extended outer end of the bar 33 and the other arm is similarly pivoted at M to the extended end of the connecting rod 3!). The opposite end of the bar 33 is extended at the outer side of the main track, and a conventional operating lever 52 is pivoted at 43 to this end, the lever itself being pivotally pinned at 44 to a plate 45 mounted on a cross-tie l at this point.

The operating levers and connections as above described are so arranged and adjusted that as the switch operating lever 42 is pulled and the switch points move laterally to either side, the free end of the tongue rail 13 will be simultaneously moved to the same side of the assembly, thereby completing the switching movement of the system. It is understood of course that any conventional form of switch stand and locking means, may be added to the assembly described, or connected to the operating lever 42 or any substitution therefor.

The entire assembly is of course to be constructed, dimensioned and proportioned for the smooth working and functioning of the apparatus for the purposes intended and described, and so constructed the same will serve to switch trains from one track to another without any jolting or bumping, as is common with conventional forms of frogs and assemblies, Wheel flanges will not be broken on guard rails or frog points, and accidents and wrecks attributable to defective switches or to switches as now commonly used, will be eliminated.

While I have herein described and shown certain preferred forms of structure and mechanism for constructing an assembly of the kind referred to, it is understood that I am not to be limited to these precise forms, but that I may vary the same in minor details as expediency may suggest, so as to best provide a practical assembly for the stated purposes, not departing however from the spirit of the invention as defined in the appended claims.

I claim:

1. In a device of the kind described, an elongated, open base frame including spaced side bars having their inner adjacent margins extended in a tapered relation corresponding to the tapered relation of the inner rails of a switch track and main track, these bars being connected transversely at spaced points at their under sides by reinforcing cross slats and at their ends by a pivot head and a frog block respectively, the pivot head being located at the narrow end of the open frame which end of the frame is adapted to be mounted in the track-ways with the ,pivot head abutting the truncated ends of the outleading rails, and the frog block being located at the wider end of the open frame which end of the frame is adapted to be mounted in the trackways with the frog block abutting the truncated end of the inleading rails, the frog block being channeled medially from end to end along its upper face for accommodating wheel flanges and providing lateral raised wheel ways for alignment with the balls of adjacent rails, there being laterally spaced members extended at either side of the frog block for embracing the outer sides of the adjacent rail ends of the track-way, the opposite end of the frame at the pivot head having an extended wedge portion adapted to position between the adjacent rail ends of the trackway, the inner and under margins of the pivot head and frog block being undercut, a tapered tongue rail oscillatably seated within the open frame with the larger end thereof pivotally mounted in abutting alignment with the inner end of the pivot block and the smaller end freely disposed at the inner end of the frog block, both ends of the said tongue rail having lugs extended at the under sides for engaging the undercuts of the pivot head and frog block, for operatively locking the tongue rail to its seat.

2. In a device of the kind described, an elongated, open base frame including side bars hav ing their inner adjacent margins extended in a tapered relation corresponding to the taper of the inner rails of a switch track assembly, the bars being braced underneath by cross slats, a pivot head closing the end of the frame at the narrowed or convergent end of the side bars and adapted for mounting at the truncated rail ends of the trackage leading outward, a frog block closing the opposite end of the open frame and adapted for positioning at the truncated rail ends of the trackage leading inward, the frog block being channeled medially from end to end on its upper face to provide wheel and flange ways in alignment with the balls of adjacent rails of the trackage wherein the frame is mounted, the inner and under margins of the pivot head and frog block being undercut, a tapered tongue rail oscillatably seated withinthe open frame with the larger end pivotally mounted in abutting alignment with the inner end of the pivot head and the smaller end freely disposed at the inner end of the frog block, both ends of said tongue rail having lugs extending at the under sides for engaging the undercuts of pivot head and frog block, for operatively locking the tongue rail to its seat, the upper and marginal lines of the frame, side bars of the frame, pivot head and frog block being all'dimensioned and designed to correspond with and fit into the trackage wherein the said device is to be incorporated.

CLYDE E. EVERHART. 

